Transmission and control



July 14, 1953 M. H. FRANK TRANSMISSION AND CONTROL l5 Sheets-Sheet 1 Filed April 18, 1950 Qllllllllr'lll Ill attorneys 4, 1953 M. H. FRANK 2,645,135

TRANSMISSION AND CONTROL (Ittornegs y 4, 1953 M. H. FRANK 2,645,135

TRANSMISSION AND CONTROL Filed April 18, 1950 15 Sheets-Sheet 3 (Ittomegs u y 4, 1953 M. H. FRANK 2,645,135

TRANSMISSION AND CONTROL Filed April 18, 1950 15 Sheets-Sheet 4 gia Snnentor WEI/J/Xii 15 Sheets-Sheet 5 M. H. FRANK TRANSMISSION AND CONTROL 9M Gttomgs 1 M n L f4 W MW 55 r 11 w? \m \w. 525; Q.

July 14, 1953 Filed April 18, 1950 July 14, 1953 M. H. FRANK 2,645,135

- TRANSMISSION AND CONTROL Filed April 18, 1950 15 Sheecs$heet 6 w Hum/W A; W W W (Jilly I q H m 32 mm W 11141))!!! 4 IIIIIIIIIIIIIIIIIIIII V J) Zhwentor By E W i C(ltomegs July 14, 1953 Filed April 18, 1950 &

M. H. FRANK 2,645,135

TRANSMISSION AND CONTROL 15 Sheets-Sheet '7 lnnemor (Ittorneg July 14, 1953 M. H. FRANK TRANSMISSION AND CONTROL l5 Sheets-Sheet 8 Filed April Y 18 1950 Gttornegs July 14, 1953 M. H. FRANK 2,645,135

' TRANSMISSION AND CONTROL Filed April 18, 1950 15 Sheets-Sheet 9 Juventor fizf/i izl July 14, 1953 M. H. FRANK TRANSMISSION AND CONTROL l5 Sheets-Sheet 10 Filed April 18, 1950 Gttornegs July 14, 1953 M. H. FRANK TRANSMISSION AND CONTROL I5 Sheets-Sheet 11 Filed April 18, 1950 lI ilIlliTIlldLIll Zhwentor arid $4?! I I/ 57 (Ittornegs M. H. FRANK TRANSMISSION AND CONTROL July 14, 1953 15 Sheets-Sheet 12 Filed April 18, 1950 (Ittomegs l5 Sheets-Sheet l3 M. H. FRANK TRANSMISSION AND CONTROL July 14, 1953 Filed April 1a, 1956 July 14, 1953 M. H. FRANK TRANSMISSION AND CONTROL l5 Sheets-Sheet 14 Filed April 18, 1950 ZSnoentor i/zf/i v azX (Ittomegs July14, 1953' M. H. FRANK 2,645,135

TRANSMISSION A D CONTROL l5 Sheets-Sheet 15 Filed April 18, 1950 r0 Fma Zhwentor win J2! W (Ittornegs Patented July 14, 1953 TRANSMISSION AND CONTROL Mark H. Frank, Birmingham, Mich., assignor to General Motors Corporation, Detroit, Mich., a

corporation of. Delaware Application April 18,1950, Serial No. 156,559

11 Claims. 1

This .invehtion relates to gearing arrangements of the type combined 'with'fiuld turbines and more particularly "to'improvements in gearing and turbine 'combinationswhich yield multiple series of step speed ratio and the controls therefore.

The gearing arrangements and'controls therefore are particularly adapted for use in motor driven vehicles, andprovide for-anumber of related improvements wherein a graduated automatic selection of speed ratios is always available for any'driv'ing condition with -a. minimum of attention on the part "of the driver. By this invention the transmission is simplified in construction and isarranged to obtain a free wheeling condition when operated in certain drive ratios and yet'toautomatically maintain a power.

flow relationship between the input and output shafts in certain other drive ratios irrespective of the relative rotational speeds of the input and output shafts. In addition, manually selective means are provided whereby the power flow relationshipmay be 'maintainedin the drive ratios normally automatically providing for "free wheeling.

The invention is particularly directed to improvernents in the type of transmission and controls disclosed in the patent to Earl A. Thompson, 2,204372, dated June 18, 1940.

Relating to the preceding objects, aparticular object of this "invention is to'provide in a multiple planetary type transmission, :a one-way brake in one of the planetary'units whereby ower flow from the output shaft to the inputsiiaft may automatically be interruptedunder certain predetermined conditions of transmission operation whenever the rotational speed ofth'e output shaft exceeds that of the input shaft in Order to obtain a free wheeling effect.

A further object of 'this'invention'i to provide a manually selective means and control'system whereby the effect of the one-way brake may be overcome to insure power transmission'from the output shaft to the-input shaft irrespective of the particular condition of operation of the planetary units of the transmission so that the free Wheel-ing effect of the one-way brake may be obviated in all'conditions of transmission operation.

These and other objects and advantages of D this invention will be apparent from the followingspeclfication and claims takenin conjunction with the accompanying drawings in which:

Figure 1 "is an elevation section of the front portion of a transmission assembly embodying this invention.

' various parts of the unit and particularly the relationship of the one-Way brake to the sun gear of the planetary unit.

Figure 4 is a sectional view taken along the line 44 of Figure 3 further illustrating the details of the one-way brake.

Figure 5 is an elevation section of an alternate one-way brake and annular piston arrangement for actuating the clutch, as may be incorporated in the first planetary unit in place of the plural clutch and piston arrangement of Figures 1 and 3.

Figure 6 is an elevation section of an alternate rear planetary unit and reverse unit which may be incorporated in place of the rear planetary and reverse units illustrated in Figure 1.

Figure 7 is a sectional view of the front servo illustrating the servo as being actuated to apply the front band.

Figure 8 is a view of the front servo in its released position.

Figure 9 is a sectional 'view of the rear servo illustrating the servo as being actuated to apply the rear band.

Figure 10 is a similar view of the rear servo in its released position.

Figure 11 is 'a schematic diagram illustrating the clutch and band servo actuating means in relation to the clutches and bands.

Figure 11a is a schematic diagram of the pressure control'system and valving utilized to control the operation of the transmission.

Figure 12 isa schematic diagram of the hydraulic control system illustrating the valving and pressures applied with the transmission opcrating inneutral.

Figure 13 is a schematic diagram of thecontrol system illustrating the pressures applied withthe manual valve positioned to place the transmission'infirstgear operation.

Figure :14 is a schematic diagram of control system with the transmission operating in secon'dgear.

Figure 15 is a schematic diagram of the control system with the transmission operating "in third gear.

Figure 16 is a schematic diagram of the control system with the transmission operating .in fourthgear.

Figure 17 .is a schematic diagramof the control systemooperating.inreverse gear.

I p 4 Figurelii .a schematicdiagram'of the con- 3 trol system placed in a low speed range condition of operation.

Referring to Figures 1 through 3, there is shown a transmission embodying the principles of this invention in which the transmission includes a front planetary group I, a rear planetary group II and a third planetary group III, the latter of which is utilized solely to obtain a reverse rotation of the output shaft with respect to the input shaft. An engine or power input shaft I is operatively connected to the ring or annulus gear 5 of the first planetary group by means of a flange 2 bolted to a drum 3, which in turn is splined to a drive sleeve 4 formed integrally with ring gear 5. The front gear unit I consists of a simple planetary assembly in which a planet carrier 6 for planet gears l is fixed to a hollow shaft 8; a drum II, and a one-way brake 9 adapted to connect the sun gear I and drum II to a nonrotating gland 22. Ring gear 5, planets 1 and sun gear I0 are constantly meshed, the sun gear being formed integrally with a rotatable sleeve member 22a. Spindles |2 for planets are fixed in carrier and are attached to an inner clutch drum l3 which carries a plurality of clutch plates l4 adapted to mate with clutch plates l5 carried by and fixed to rotate with drum A presser plate It cooperates with a piston H to engage the clutch plates whenever piston H is caused to move toward the clutch plates. Fluid pressure is utilized as the actuating force on piston I! to engage the clutch plates and may enter cylinder I8 through port l9 and passages |9a and I91). A spring |'|a serves to disengage the clutch plates whenever fluid pressure is released from cylinder l8.

The clutch means is composed of a plurality of similar clutch members l4, l5 and piston arrangements spaced circumferentially around the shaft 8, all of which are actuated simultaneously upon admission of fluid pressure to port l9.

Details of one-way locking device or brake 9 are illustrated in Figure 4, in which the locking device is shown as including a series of spaced pockets 9a inward of member 22a which pockets are adapted to receive one-way locking elements 2|, the locking elements being pocketed for cooperation with races formed between the nonrotating gland member 22 and rotating portion 22a. The non-rotating gland member 22 is secured to a housing flange |00d and is formed to provide a series of spaced cam surfaces 24 positioned to urge the locking elements outwardly into contact with the inner surface of the rotating portion 22a. Separating the various pockets from each other are a plurality of arms 25, each having a hollow chamber 26 adapted to receive a hollow piston 27. A spring 28 enclosed within each piston normally urges the piston outwardly to contact a shoe 29 carried by each locking element 2| so that the locking elements are urged outwardly upon cam surfaces 24 and into contact with the inner surface of the rotatable portion 22a of the brake. A port 30 is provided in each arm 25 to insure lubrication of the cylinder walls in order to prevent sticking of the pistons in the cylinders.

Further referring to Figure 2, hollow shaft 8 extends to the rear planetary unit compartment at the right where it is splined to the inner clutch drum l! of the rear planetary unit. The rear unit consists of a compound planetary assembly comprising three sub-groups. The central group of these is driven by a sun gear 3| attached to a solid shaft 32, the gear 3| meshing with planet gears 33 supported in a planet carrier 34 and which, in turn, mesh with a ring gear 35. Carrier 34 is attached to an output shaft 50. The leftward group similarly consists of a sun gear 36 attached to shaft 32 meshing with planet gears 3'! spindled to a carrier 40, the planets meshing with a ring gear 4|. Carrier 40 is fixed to and carries ring gear 35. Ring gear 4| is attached to a clutch drum 42 arranged to support clutch plates 43 mating with clutch plates 44 splined on clutch drum IT. A piston 45 serves to engage clutch 4344 against the action of release spring 45 when fluid pressure is supplied to cylinder 4'! through passages 48 and 49.

At the right, the reverse planetary group includes a sun gear 54 attached to a sleeve 54a splined to a drive flange 54b bolted to drum 42 which carries ring gear 4| gear 54 being in mesh with planet gears 55 on spindle 56 of carrier 51 attached to output shaft 50. Ring gear 58 meshes with planets 55 and is toothed externally at 59 so as to be capable of being locked against rotation by appropriate means, hereafter more fully explained.

A pair of fluid pressure pumps (not shown) may be driven by gear 4a, and drive sleeve 4 and cross shaft 63 mating with gear 62, respectively, to provide a source of fluid pressure for actuating the speed ratio change servomotors of the transmission. These pumps are shown as pumps I50 and |5| in Figure 11a. The rear unit clutch drum 42 and front unit clutch drum H are surfaced externally for gripping by friction bands 64 and 64a, respectively. As heretofore explained, the front unitclutch drum II is equipped with one-way roller brake assembly 9 for preventing backward rotation of the drum and sun gear I0 and for permitting forward rotation of the same. A second means for preventing both forward and reverse rotation of drum |I, namely band 640: may also be provided, the band being used only in two conditions of operation as hereafter set forth in more detail.

Enclosing the transmission assembly is a composite housing |00, which includes a sectional portion 10a attached at the left to the engine casing and to a mid-section |00b having a web i000 at the left and a web |00d at the center. The rear portion of section |00b is attached to a rear closure housing I006, which housing includes a web portion l00f. The forward compartment to the left of web I000 surrounds drum 3 and flange 2. The central web |00d provides passages for controlling servo pressure and supports a gland collar |02. Output shaft 50 is supported by bearing I03 in web H10), and is piloted on shaft 32 at I04. Shaft 32 is supported at its opposite end by means of a bearing I05.

A fluid flywheel unit F at the left consists of an impeller rotor 65 attached to hub 65 fixed to shaft 8, and a mating rotor 61 attached to a hub 68, which in turn is secured to shaft 32.

Operation of the transmission arrangement of Figures 1 and 2 The ratio drive pattern of the gear assembly provides four speeds forward and reverse, the forward drive being obtained without torque interruption. In addition, torque interruption from the output to engine shaft is provided for under certain predetermined conditions of transmission operation so as to obtain an over-running or free wheeling effect upon deceleration of the vehicle in two of the four forward speeds. Also, means are provided for overcoming the torque interruption from the output to engine shaft so that the free wheeling effect may, by choice, be obviated.

The lowest forward ratio is obtained by clamp ing band 64 on drum 42. Under engine torque the one-way brake unit 9 prevents reverserotation of drum 1 I and sun gear Illof the front unit so that the drum and sun gear are held stationary. Power applied to ring gear by drum 3 causes planet gears I to roll forward around gear It while urging the sun gear lfl' backwardly to lock the one-way brake unit 9. Planet carrier 6 is thus caused to rotate forwardly at slow speed, imparting forward rotation to hollow shaft 8 and thus to impeller 65. Rotor 61 is driven by the kinetic flow of oil generated by impeller 65, and applies rotation. to shaft 32 to turn sun gears 3,! and 36 of the rear unit. Since band 64 (when applied) prevents rotation of ring gear 4|, carrier 46 is rotated forwardly, driving ringgear forwardly. Simultaneously, sungear 31 has a I second component, the rin gear 35 and sun gear 3| each contributing a forward component to the planets 33 of the rear unit, causing planet carrier 34 and output shaft to rotate forwardly.

In order to obtain the second forward speed ratio, the clutch plates Ml5 of the front unit are engaged by reason of actuation of suitable controls admitting fluid pressure behind piston I! to force presser plate IE to overcome the action of spring Ila and to engage the clutch plates. In this condition of operation, carrier 6 and sun gear l6 are locked together for common rotation with ring gear 5 so that the one-way brake unit 9 is released by the forward rotation now applied to drum H and sun gear iii, the hollow shaft 8 and impeller being driven at engine speed. In this manner the kinetic action of the fluid flywheel unit F causes rotor 61 to accelerate. Shaft 32 is driven at increased speed, this speed being imparted to sun gears 35 and 3! of the rear unit for driving output shaft 50 at the second speed ratio. n

In order to obtain third speed ratio, clutch l li5 of the front unit is released at the same time clutch l344 of the rear unit is being engaged. The reaction of engine torque through the front unit gears causes sun gear I!) to decelerate to zero, whereupon it is stopped from backward rotation by one-way brake 9. Clutch e3 ll now couples hollow shaft 8 to ring gear ll of the rear unit. Hollow shaft 8 distributes engine torque to fluid flywheel unit F, and simultaneously to rear unit ring gear 4|. Ring gear 6! imparts one forward component to planets 31 while shaft 32 delivers a second component from rotor 8'! to sun gear 35. Planet carrier 40 is therefore driven by planets 31 at a differential ratio, and this is applied to the ring gear 35 of the central group. Simultaneously, sun gear 3| is driving planets 33 so that carrier 34 of output shaft 50 is driven at a differential ratio thereof, at third speed ratio.

Transition to fourthspeed ratio is obtained by re-engaging the clutch l4l5 of the front unit. This causes the gear elements of the front unit to rotate at common speed, imparting a forward component to sun gear Iii and drum II to release the one-way brake 9. With carrier 6 and shaft ii at engine speed, shaft 32 is driven by the fluid flywheel unit at aspe'ed reduced only by the slip ratio of the unit F, and the ring gear l imparts an engine speed component to planets 3i while sun gear 36 imparts that component derived from rotor 61. Carrier Ml therefore applies this differential' to ring gear 35 for rotating eiafiets 33 while sun gear at: furnishes a second component, resulting in driving carrier 34 and dutput shaft 50 at aspeed ratio which is substantially one to one, except when the engine speedfalls to a range below that at which fluid unit F is" capable of transmitting a substantial torque fration.

It will readily be understood that the automatic action of one-way brake unit 9 serves the useful purpose of providing for smooth transitions in the-ratio shift pattern, as well as curtailing the control requirements to a minimum. For example, the band normally utilized to prevent rotation (if the drum ii and sun gear H] in transmissions of this type may beentirely eliminated, asmay the servo units normally used to apply and release the band.

In Figure 1, it will be noted a band 64a extends around drum 1 I, In operating a vehicle equipped with the transmission disclosed, it will be underst'o'o d'that with the transmission set to operate in either first or third gear that rotation of shaft 50 at-a speed in excess to that of the speed of rotation of shaft 3 (as when the vehicle is decelerating with closed engine throttle) will normally result in uncoupling of the one-way brake unit 9 so that no power can be transmitted through the on'e wa'y brake. Thus, a free wheeling condition is normally obtained in first and third speeds. At the same time, the free wheeling condition is overcome whenever the clutch I l-l 5 is engaged, as is true both in second and fourth speeds forward.

At times, it may be desirable to prevent a torque interruption between the engine shaft and output shaft upon vehicle deceleration even in first and third speeds. This is accomplished by means of band 54a which may selectively be applied to restrain drum H- and hence sun gear it fromrotation, regardless of the speed differential between the input and output shafts. The bands 63a and 64 may be applied by means of suitable servos hereafter more fully described.

Since the one-Waybrake is sensitive to direction-al rotation of sun gear Ill, it is apparent that the idling rotation of the enginewonnected parts could tend to cause a small reverse torque to be expressed upon sun gear [0, during intervals when band Bland clutch 4344 of the rear unit are released, This has the useful purpose of pro-setting the front unit reaction locking means, or of biasing it in readiness for taking the load of the drive-reaction torque. If, however, the frictions present during the no-drive interval should tend to cause sun gear it! to rotate forwardly, the net speed of such rotation is small, so that the drive establishing action of brake band 64 ondrurn 42 immediately results in transferrihg a load component through the unit F to carrier and the sun gear i0 is required to cease forward rotation and be locked at zero speed to the casing web seed by the brake unit 9. This action nori'nally precedes the arrival at zero speed of drum a2 under braking by band 54, since that sane. requires a time fraction to lock drum 42. It is important to note that the engaging action of the one-way brake is subject to the slip torque of the turbine unit so that smooth engagement is obtained as hereafter set forth in more detail.

I To obtain'a reverse drive to planet-carrier 51,

gear 58 is held against rotation by means of a pawl 19 cooperating with teeth 59. One-way fbralre 6 prevents rotation of sun-gear [0, while in mission operation the fluid flywheel drives shaft 32 forward at low speed. Sun gear 3I of the secondary rear group spins planets 33, and since the carrier 34 is loaded by vehicle inertia, ring gear 35 endeavors to rotate backward. In the primary group of the rear unit the sun gear 36 rotates planets 3? to spin ring gear 4| backward, while the carrier 49 tied to ring gear 35 of the secondary group is also providing a backward, or reverse component.

The net resultant of these components is to rotate ring gear 4|, drum 42, member 54b and reverse sun gear 54 reversely. This resultant is applied to the reverse gear unit through planet gears 55 (ring gear 58 being held by pawl 10) the output of the reverse gear unit being applied to shaft 50 through planet carrier 51.

The mechanism for seating and releasing the reverse gear pawl 19 consists of a shaft II centered in a bore of an extension of the casing I having an eccentric pin Ila and roller 'IIb intersecting a slot 18a cut in the outer end of pawl III. Spring "E2 in a recess of pawl I8 presses pin I3 upward against roller 'IIb, so that on the engaging stroke when shaft II is rotated to seat pawl ID, the seating force is applied through spring I2, which permits relative motion between pawl 10 and teeth 59 of the drum 59a until the drum comes to rest, when full tooth seating occurs. Shaft II is rocked by arm I4 from a common control for the front and rear unit valving.

In Figure 5, there is shown an alternative form of front gear unit which may be substituted for the front gear unit illustrated in Figures 1 and 3. Parts corresponding to the same parts as shown in Figure l are given corresponding reference numerals to those of Figure 1, while those differing substantially are assigned new reference numerals. splined to hollow shaft 8 is a planet carrier 6 for planet gears I. Also included in the assembly are a drum I I and one-way brake 9 interconnecting sun gear I0 and drum II. Ring gear is formed integrally with a drive sleeve 4. Clutch plates I4 splined to planet carrier 6 are adapted to engage clutch plates I5 splined to drum II when fluid pressure is directed behind piston I5. .A single annular piston I5 is utilized to cause engagement of the clutch plates in accordance with a control system hereafter more particularly described. Piston I5 includes an annular bearing surface I8 for forcing the clutch plates into engagement against the action of release springs I5a. This embodiment is more simple and less expensive to manufacture and install than is that which includes a plurality of separate pistons as illustrated in Figures 1 and 2. It also has the advantage of more uniform application of pressure to the clutch plates than is obtained by use of the structure of Figures 1 and 2. The one-way brake 9 operates in the same manner as does the one-way brake of Figures 1, 3 and 4.

It will be noted that in Figure 5, there is no band shown corresponding to the band 64a of Figure 1. With this arrangement, brake 9 functions to prevent backward rotation of sun gear E0 in first and third speeds and the band 64a may be entirely eliminated. With the band eliminated, no overtaking torque can be transmitted through the one-way brake 9 in a direction from the output shaft to the input shaft in either first or third speed as heretofore explained. A vehicle equipped with the first planetary arrangement shown in Figure 5 will, therefore, automatically free wheel in first and third speeds.

8 I Action of one-way brake The one-way brake 9 constitutes a locking device which prevents rearward or reverse rotation of drum I I and sun gear I!) whenever clutch I4--I5 is disengaged, as in first and third speeds. Drive sleeve 4 constitutes a power input member which carries ring gear 5, which in turn transmits rotation to the planet gears I, which in turn mesh with the sun gear I 0. Rotation of the planet gears tends to cause reverse rotation of sun gear III and drum II which carries the sun gear. The one-way brake 9 looks drum I I to housing flange I 00d through member 22 to prevent reverse rotation of the drum and sun gear so that the sun gear functions as a reaction element. That is, the planet gears are caused to travel around the stationary sun gear, thereby imparting rotation to impeller 65 of the fluid turbine F. The rapidity with which the rollers 2I of the one-way locking device engage the inner surface 22a of the stationary member 22 depends upon reaction imparted to sun gear I0 and drum I I. which reaction is dependent upon the slip torque in the fluid turbine unit F. Thus, whenever clutch I4I5 is disengaged, the locking action of the locking device is subject to the slip torque of the fluid turbine unit. This is very important since it provides for smooth engagement of the power transmitting elements of the planetary unit, thereby greatly minimizing the bumps normally occurring in transmissions of this type when manually applying the means (such as band 64a) for preventing rotation of the reaction member. Thus, in first and third speeds, the means for preventing reverse rotation of the reaction member is engaged entirely automatically and the rate of engagement of the parts of the locking means is dependent upon slip torque in the fluid turbine unit. It will readily be understood that with the engine idling, rotor 61 will be stationary while impeller 65 rotates. Slip torque in the fluid turbine unit applied through shaft 8, carrier 6, planet gears I to sun gear I0 will pre-set the locking device in locked position to give a smooth power flow when increased power is applied to drum 3 to accelerate the vehicle. Upon shifting from either fourth to third or second to first speed, drum II is decelerated to zero speed and the slip torque in the fluid turbine is effective to cause smooth engagement of the locking ports of the locking device. Thus, the slip torque in the fluid turbine cushions any sudden jolts or bumps which might otherwise occur in engaging the oneway locking means.

An alternative form of rear planetary unit and reverse gear arrangement which may be substituted for the double planet gear assembly of Figure 1 is shown in Figure 6. The first planetary unit (not shown) is the same as illustrated in Figure 1.

Referring to Figure 6, solid shaft 32 extends to the output shaft 50 in which it is journaled at one end. A single sun gear fixed upon shaft 32 meshes with planet gears BI, the carrier 82 of which is secured to output shaft 58. The rear unit ring gear 83 is fixed to and carried by clutch drum 84, which clutch drum is operatively connected to the reverse sun gear 85 by means of a reverse drive flange 81, splined to the reverse sun gear. Clutch drum 84 carries a plurality of clutch plates 88 flxed to the drum and adapted to cooperate with clutch plates 89, the latter plates being supported upon an inner clutch drum 90, which in turn is splined to hollow shaft 8.

is released from drum II.

With the control leverand. manual valve in 7 either the High, Drive, Low or Reverse 9 Reverse uni meshe vwit re ers l'afi pinion 9|, which in turn meshes with ring gear 92 carried by reverse drum 93. Reverse drum 93 is splined as at 94 so that rotation of the drum may be caused to cease, asthrough the actuation of a pawl (not shown) as described in connection with Figurev 2. Planet carrier is splined to output shaft. 50.

In order to obtain forward speed, either the band 96 must be applied to drum c8 4or the clutch plates 88-89 must be engaged. To. obtain reverse rotation of output shaft .50, the ring gear 92 is held against rotation by means of a pawl (notshown) cooperating with teeth gtgandthe clutch 8 8 89 and bandSB of therear planetary unit are released, .Due to inertia, loading'pf shaft 50, rear planet carrier 32, splined to shaft will tend to remain stationary. :Torque applied to sun gear 8!) through shaft 32 will caiise planet gears H to rotate about the spindles supporting the planet gears, thereby causing reverse drive flange 8? to rotate in a reverse direction to that of sun gear 83, through action of ring gear 83 fixed to the reverse drive flange. Rotation of reverse unit sun gear 85 in a rearwardly direjc tion will cause reverse pinions BI to travel around the ring gear 92 in arevers e direction. 'Thus planet carrier 95 and outputshaft are caused to rotate in' a'rverse direction t'o'tha't of sun gear 80.

Referring further to Figures 1 and? through I 10, means are shown to engage and release the various clutches and brakes ofthetran's'mission.

Clutch. I4I5'is engaged by presse'r plate I6 moved by pistons H in cylinders I8integrall with drum II, fed by fluid pressure in passages I9'a and I91), receiving fluid pressure frornTorifice I9 from a controlled external source. Brake band E la is applied only when the operator Wishes to overcome the free-wheeling effect .of one-way brake 8 in first and third speeds: i In Figures '7 and'S, thefront band'apply servo H8 is illustrated in its applied andrel'eased positions, respectively, actuation of the servos "is dependent upon the positioning of a control'l'ever in the vehicle to position amanual valve to direct fluid pressure to the servos. When the control lever (not shown) and manual valve for directing oil flow to the servo is in neutral, no oil pressure is directed to the servo. Under this conditionyretracting spring II I-forces the applypiston assembly consisting of stem I I2 and pistons H3 and IM to its bottom position so that band 64a (See Fig. 8.)

position, pump pressureis directed to cylinder I l5 through line 2I4 to move the piston-III and stem IE2 to apply the band.

To release the hand, pump pressureis applied to cylinders H5 and I I6 through linesZH -ZQZ so that the piston II4 is forced downwardly. to

less of the fact that main line pressure'is applied to the under-surface of piston II5 through open the passage IIT through stem II2 regardline 2M. Pump pressure passing through hol"" low stem I I2 forces piston I I8 downwardly torelease the band.

As will be understood in detail further, automatically derived variable governor pressures arev used to obtain automatic shift. A valve-2p4 here inafter termed a4 to 3 downshift valve controls the passage leading-from line 205 to cylinder- I5.

,At carvspeeds below a predetermined speedier example twenty-five miles per hounPump p ies-,

sure from line 2G5 under the 4 to 3 valve keeps the valve raised soflthat the; entire passage leading to cylinder II5 is'open. At car speeds above twenty-five miles per hour pressure on top of the s; ;to *3 valve is. sul licient to restrict the oil .flow; whichl delays front bandapplication and permits engine speed increase before the front unit goes into reductionduring the l to 3 downshift. :Thissamecondition exists on full throttle 2 to 3 upshift's described further below;

'I 'he rear serv o I'I8ffor' applying band '64 is illustrated in Figures 9 and 10. 'The'r'ear servo is aDpliedbyseri Io springs us, no and I2I,"which .22-2to' cylinders I33 and I29, respectively,on the opposite side of pistons I24 and I22 to release therear band .64. The force applied is greater than theforce of the servo springs and compensator pressure and the servo pistons are moved to .the released positionillustrated in Figure 10. An accumulator check valve I3I in the rear servo controls the passage through which oil flows to theface'ofthe accumulator piston opposite the springs. Oil .pa'ss'in'g' throughthis passage from Iline.22 I. lifts-thelcheck valve off its seat, thereby allowingfithe oil to .fiow' freely to. release the bandl64.

The check valvetop erates in two different manners as follows:

On a closedthrottle downshifhwhen the pump pressure inchamber I30 is beingreleased through passage-.22.I,.the check valve i seated, causing oil pressure .beingldumped to passage 22I to pass jthrough alrelatively small orifice in the check .valve, thereby. .delaying the application of band.

Withan open carburetor throttle downshift- (as would ,occur when the vehicle is under heavy load or climbing a steep grade) compensator .pressurefrom line ITI acting in chamberIZ'I acts .upon theend ,of valve plunger I32 to prevent the check valve from seating. With the check valve unseated, oil pressure is permitted to exhaust from chamber I30 to passage 22I at a rapid rate so thatuband 64 may be quickly applied through, action. of the servo springs.

Hydraulic control system (oil pressure) The. timing of the changes in gear ratios is accomplishedby means of'the hydraulic control system', which basically is a system of valves balanced to provide a definite relationship between the speed O,f.the car and the performance demands as expressed by the osition of the accelerator. pedal and carburetor throttle valve.

PUMP PRESSURE v-In Figures 11 and lla,.t here is shown aschematic diagramof a. transmission hydraulic controlsystem in whicha first gear pump I 59 driven by/ the. engine. and a second gear pump I5I driven the transmission output shaftprovide oil presr iq-aingiepraj ureli e m 5 p 

